Multiple control apparatus



Nov. 30, 1937. H. A. THoMsON MULTIPLE CONTROL APPARATUS 4 sheets-sheet 1Filed Oct. 20, 1928 NNNNM. www. QNM.

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Nov. 30, 1937. H. A. THOMPSON MULTIILE CONTROL APPARATUS Filed ct. 2o,

1928 4 Sheets-Sheet 3 RNE . m NRN NN N QQ Nov. 30, 1937. H. A. THOMPSONMULTIPLE CONTROL APPARATUS 4 sheets-sheet 4 Filed oct. 20,' 192s' Y'|NVENTOR Ha A -T' 0 )TI UNITED STATES PATENT OFFICE MULTIPLE CONTROLAPPARATUS Howard A. Thompson,

Edgewood, Pa., assigner to The Union Switch & Signal Company, Swissvale,Pa., a corporation of Pennsylvania Application October 20, 1928, SerialNo. 313,772

11-7 Claims.

My invention relates to multiple control apparatus and is particularlyadapted for, though not limited to, the control of the railway trackswitches and signals in a railway switching or interlocking layout.

One feature of my invention is the provision of means for controllingeach of various partly inter-inclusive groups of devices by only onemanually operable means. Another feature of my invention is theprovision of interlocking control without the use of mechanicallyinterlocked levers.

I will describe one form of apparatus embodying my invention, and willthen point out the novel features thereof in claims.

The accompanying drawings, Figs. l to 4, inclusive, are diagrammaticviews showing the constituent parts of one form of apparatus embodyingmy invention.

Referring first to Fig. l, a stretch of railway is shown comprising aportion of main double track road X and a. portion of an auxiliarydouble track road Y adjacent the junction thereof with`road X. Thereference characters A, B, C, D, E and F designate, respectively, thepoints at which traffic enters or moves out of this stretch of railway.y

The reference characters I, la, 2 and 2a designate the rails of road Xand the respective l rails of road Y. 'I'hese rails are divided byinsulated joints 3 to form a plurality of track sections act-bb, bb-cc,cc-dd, cid-ee, ff-gg,

etc., section g1ghh of road X being combined with the adjoining sectionof road Y in one track circuit and these two sections being thereforereferred to hereinafter collectively as section 7g-ii. Section hh-mm ofroad X is similarly combined with the adjoining section of road Y inanother track circuit and these two o sections are therefore referred tohereinafter collectively as section ick-mm. n

Each track section is supplied with current by a transformer 4, thesecondary winding of which is connected, through a usual impedance 5device 5, across the rails adjacent one end of the section. The primarywinding of each of the transformers 4 is continuously snip-plied withcurrent from terminals :c and o of a suitable source. The transformerfor section acl-bb 50 supplies current through a po-le-changing circuitcontroller 6 which is operated by a signal G adjacent point aa.

Each track section is provided with a track relay designated by thereference character T,

55* with a distinguishing suflix, and connected lla) acros the railsadjacent the opposite end of the section from the respective transformeril. Relay Tl, for section ca -bb, is of the type having a track winding'l and a local winding 8 so as to be responsive to the direction ofcurrent supplied to section aa--bb through polechanger 6 of signal G.

The reference character H, with a suitable distinguishing suffix,designates a switch or a derail each having a normal and a reverseposition and located in a track of road X or Y. A crossover, includingswitches I-Il and I-Ia, permits the movement of traffic from one to theother of the tracks of road X. Switches Hl and H3 join the tracks ofroad Y with the tracks of road X. Derails Hla, H2 and H5 performv thewell known function, of protecting traflic in advance, by derailing anytrain which attempts to pass while the derail is in its derailingposition.

With all switches in the normal position; there are only two routes fordirecting traffic through the stretch of railway shown, but other routesmay be arranged by changing the position of one or more of the switches,a total of six routes being thus provided with the layout of tracks andswitches as shown. The two normal routes include the stretches of trackbetween points hb and dd and between points gg and mm, respectively.With switch H3 reversed and switch H4 normal, a third route is providedincluding the stretch of track between points iz and dd. A fourth routeincludes switch Hl reversed, switch I-I4a normal, and the stretch oftrack between points Ick and 1m. A fifth route includes switch H3normal, switches H4 and Hita reversed, and the stretch of track betweenpoints bb and 1m. A sixth route includes switches H3, H4 and I-Illareversed, and the stretch of track between points ii and 1m. Trafhc canmove in either direction, that is, from left to right or from right toleft, by each of these routes.

The reference character S, with a suitable distinguishing suffix,designates a signal placed adjacent one end of each route and which ashere shown is of the semaphore type. Each of the signals Si and S3comprise-s a main arm al or a3, respectively, and a call-on arm a2 ora4, respectively. Each main and call-on arm operates a circuitcontroller having a contact closed only while the respective a'rm isindicating stop as, for example, contacts 2G 332 of arm al of signal SI.

Main arm al provides a proceed indication for traffic to move from westto east, that is,

and

by the route from lclc to 1m, while track relays T8 and T9 for sectionsIck-mm and min-1m, respectively, are energized. By means of callon arma2, a slow speed indication can be provided for a move over this routewhile either relay T8 or T9 is de-energized. Main arm a3 of signal S3,similarly to arm al, provides a proceed indication for eastbound tralicto move from point gg to nn While relays T5, T8 and T9 are energized. Bymeans of call-on arm a4, a slow speed indication can be given for a moveover this route while one orV more of relays TG, T2 and T9 arecie-energized. Signal S5 is provided with a main arm a5, an auxiliaryarm a6, and a call-arm al', main arm a5 governing traffic moves from-ddto bb and auxiliary arm a6 governing moves from d'd to iz'. Callon armal can be used to provide a slow speed indication for either of thesetwo routes while a track relay for a track section within thecorresponding route is cle-energized. High signals SI, S3 and S5 governmoves in the normal direction of traffic and'dwarf signals S2, S4 and S6govern moves in the reverse direction.

Each of the dwarf signals S2, S4 and S5 is provided with a main arm onlywhich governs traflic over each of the routes beginning at that signal;for example, signal S6, while all switches are normal, governs trac overthe route from point mi, to point gg; while switch H4a is normal andswitch Hl is reversed, signal S6 governs traic from point im to pointIck; while switches Hlm and H4 are reversed and switch H3 is normal,signal S6 governs traffic from point 1m to point bb; and while switchesH4a, H4 and H3 are reversed, signal S6 governs tra'ic from point nn topoint The track sections included in each of the routes described areknown as detector track sections, whereas, sections Ick-i7' and (Zd-eein the rear of signals SI and S5, respectively, are known as approachtrack sections.

Each switch or derail H is operated by a motor designated by thereference character M with a distinguishing suffix. kA circuitcontroller, designated by the reference character b, with adistinguishing suX corresponding to that of the respective switch, isalso operated in conjunction with the switch. Whereas, circuits areshown for operating switches H4 and H411. and derail H only, it is to beunderstood that circuits similar to those for switches H4 and Ha areprovided for operating switch HI and derail Hla, and that circuitssimilar to those for operating derail H5 are provided for operatingswitch H3 and derail H2.

Relays h4 and h5, having two windings 4B and 4I, are known as switchindication relays, being so controlled by pole-changers operated by therespective switch circuit controllers b4 and b4a, and b5, as to beenergized in a normal direction when the respective switches or derailoccupy a normal position, and as to be energized in a reverse directionwhen the respective switches or derail occupy a reverse position. Relayshl, h2 and h3 are similarly controlled by switch HI and derail Hla,derail H2, and switch H3, respectively.

Relays Nl and N2 are controlled by the circuit controller contactsoperated by signal arms a, and are hence known as signal indicationrelays.

Switches and derails H and signals S are controlled by manually operablecircuit controlling devices referred to hereinafter as route levers, andwhich are grouped together in 4a suitable .from left to right, as shownin the drawings,

control station such as an interlocking tower. One such device isprovided for each direction of traiiic through each route and onesimilar such device, known as a call-on lever, is provided for eachcall-on arm. These levers may conveniently be mounted, as shown in Fig.4, on an operating board on which is a track diagram, known as a trackmodel, which shows the relative locations of the switches, derails, andsignals, within the stretch of railway of Fig. l. Each call-on lever ismounted on the operating board adjacent the symbol for the call-onsignal which it governs. Each route lever is mounted on the operatingboard adjacent the symbol for the signal which governs in the respectivedirection over the respective route. The reference callon is painted onthe operating board adjacent each call-on lever. Each route lever isdistinguished by a suitable designation as to the route which such routelever controls.

Lamps are provided in the track model to indicate the position of eachswitch or derail. As shown for switch HI, lamp el is lightedcontinuously, lamp e2 is lighted when switch Hl is normal only, and lampe3 is lighted when switch Hl is reversed only. Similar lamps forindicating the positions of other switches and derails are similarlycontrolled. A green or yellow lamp, adjacent each signal diagram on thetrack model, becomes lighted when a route relay controlled by therespective route lever is energized. A yellow lamp adjacent each call-onsignal diagram is lighted while a call-on relay controlled by therespective call-on lever is energized.

Referring now toFig. 2, the circuits directly controlled by each routelever are here shown. A contact operated by each route lever isdesignated by the reference character K with a suitable distinguishingsulx; for example, contact KEA is operated by the route lever whichcontrols the movement of traic from point F toward point A. Similarly,contact KAF is operated byA the route lever which controls traic in theopposite direction over the same route from point A toward point F.

The relays controlled by such route lever contacts are referred toherein as route relays. The route relays for moves toward the left aredesignated by the reference character g with distinguishing suffixes,and the route relays for moves toward the right are designated by thereference character r with corresponding suixes. These relays areenergized by transformers |19, |84, |81, |96, |99 and 206, each of whichis continuously supplied with current from terminals a: and o.

Approach locking is provided for the routes governed by high signals Sl,S3 and S5 only. This is accomplished by means of stick circuits for therespective route relays. The approach locking for each of these routesis released by the opening of the respective stick circuit by means ofmanually controlled time releasing devices J l or J2, or by means of adetector track circuit relay, in the respective route, being deenergizedby a train. Contacts 2|5 and 225 of releases J and J2, respectively, inthe approach locking circuits are so constructed as to remain closed fora measured interval of time after the operation of the respectivereleasing device has been started, whereas, contacts 3|5J1 and 322J1operated by release J l, and 29252 operated by release J 2, and whichare included in the circuits shown in Fig. 1, are so constructed as toopen as soon as the operation of the respective releases J E or J2 hasbegun.

The relays in Fig. 2, which are designated by the reference character Pwith a distinguishing suX, are hereinafter referred to as neutral switchrelays or `as ilrst switch control relays. One such relay is providedfor the control of switch H3, one for each of the derails H2 and H5, onefor the control of switches H4 and H4a, and one for the control ofswitch Hl in conjunction with that of derail Hla.

Relays of a type comprising two windings 40 and lli, and designated bythe reference character U with a distinguishing sufix, are knownhereinafter as first polarized signal relays. Current is supplied towinding 4B of each of these signal relays by a transformer f, which hasterminals 283 and 285 and a center tapi on its secondary winding.Current of one polarity is supplied, by this transformer, to each relayU when a respective route relay for governing an eastbound move isenergized, and current of the opposite polarity is supplied to eachrelay U when a respective route relay for governing a westbound move isenergized. The primary winding of transformer f is continuously suppliedwith current from terminals a: and o.

Referring now to Fig. 3, the relays designated by the referencecharacter m and having two windings liti and 4i, are referred tohereinafter as polarized switch relays or as second switch controlrelays, one of these being provided for each of the irst switch controlrelays P shown in Fig. 2.v For each switch and derail and eachcombination of switches or of a switch and a derail for which switchcontrol relays are provided, there is a reverse indication relaydesignated by the reference character t and a normal indication relaydesignated by the reference character i, each being provided with adistinguishing suffix, corresponding to that of an associated switch orderail. The relays designated by the reference character Q, and havingtwo windings 40 and 4l, are known as second polarized signal relays oras auxiliary signal control relays, one of these being associated witheach rst polarized signal relay U. The circuits for controlling relays Qmay be referred to as a route check circuit network since they are alsocontrolled by switch indication relays i and t to check the positions ofthe various switches of the routes. The circuits shown in Fig. l andwhich are controlled by relays Q for controlling the signals may bereferred to as a signal control circuit network. The relays designatedby the reference character n are referred to hereinafter as signal backlocking relays, one of these being associated respectively with each ofthe signal indication relays N shown in Fig. 1. lThe relays designatedby the reference characters V and W are known as route locking relays,relays V being provided for eastbound moves and relays W being providedfor westbound moves. The relays designated by the reference character Rare known as call-on relays, these being controlled by contacts'operated by the call-on levers.

Included in the operating circuits of derail motor M5, are fourasymmetric units dl, d2, d3 and dil. imilar asymmetric units, designatedby the reference letter d with distinguishing suffixes, are shown in theoperating circuits of switch mtors Ml and Md. Each of these units may besimilar to those disclosed and claimed in Letters Patent of the UnitedStates, No. 1,640,335, granted to L. O. Grondahl, August 23, 1927 Theoperating circuits for switch and derail motors M, including asymmetricunits d, form no part of my invention, but were invented by Lester E.Spray. Such circuits are shown, described and claimed in a patentapplication, Serial No. 323,286 filed December 3, 1928 by said Lester E.Spray for Multiple control apparatus.

In each of the drawings, the contacts operated by the various relays orby the time releases J are identied by numbers, such numbers havingsuitable distinguishing exponents when such contacts are not shownadjacent the respective relay or release by which they are operated. The

exponent for each of these contact numbers comprises the referencecharacter and sufix of the respective relay or release. For example, theexponent RI, for contact 325R1 shown in the control of arm al of signalSl in Fig. 1, comprises the reference character R and its suffix i ofrelay RI, shown in Fig. 3 and which operates contact 325m. Similarly,exponent Ji of contact 322J1 shown in the control of arm al or" signalSl in Fig. l, comprises reference character J and suffix l of timerelease J I, shown in Fig. 2 and which operates contact 322m.

Having thus described, in general, the arrangement and location of thevarious constituent parts of my invention, I will now proceed to eX-plain the operation of the apparatus..

As shown in the drawings, all parts are in their normal condition, thatis, each track section is clear, each switch is in its normal position,each derail is in its normal or derailing position, each signal isindicating stop, each lever on the operating board is in its normalposition, and the switch indicating lamps on the operating board are solighted as to indicate that each switch and derail is normal.

Since all signals are at stop, relays Ni and controlled by circuitcontrollers operated by the signals, are energized. Current, forenergizing relay NI, iiows from terminal r, through contact 22 of signalSE, wire 23, contact 2li of arm afi of signal S3, contact 25 of arm a3of signal contact 26 of arm ai of signal Si, contact 2i of arm a2 ofsignal SI, and winding of relay l\ l to terminal o. Current for relay N2flows from terminal :c through contacts i6, ii and i3 of arms a7, a5 anda5 respectively of signal S5, wire 67:?, contact 2Q of signal S4,contact 2l of signal S2, and winding of relay N2 to terminal o.

Since all switches and derails are in their normal position, polarizedindication relays h energized in the normal direction. Current for relayh5 flows from terminal through normally closed Contact Sila-3G ofcircuit controller winding 4t of relay h5, and normal contact 3l-3Ia ofcontroller b5 to terminal o. Winding @l of each relay h is continuouslysupplied with current from terminals r and o. The circuits for windingIii! of relays h2 and h3 are similar to that just described for h5 andare therefore not shown in the drawings. Winding i6 of relay hlt isenergized by current flowing from terminal through normally closedcontact 33 of circuit controller b4, normally closed contact 34a-34 ofcircuit controller hda, winding of relay h6, normally closed contact35-35a of circuit controller bia, and normally closed contact 36 ofcircuit controller bfi to terminal o. Relay hl is controlled by circuitcontrollers, operated in conjunction with switch -il and derail I-Ila,in like manner as relay h4 is controlled, as just described, by circuitcontrollers bl! and bic which are operated in conjunction with switchesH4 and Hdd.

Windings 4| of the second switch control relays m, shown in Fig. 3, arenow energized by current flowing in their stick circuits in the normaldirection through back contacts of the respective first switch controlrelays. Winding 39 of each relay m is continuously supplied with currentfrom terminals .r and O. The normal stick circuit for relay mi passesfrom terminal through contact 8311, contact 86 of relay ml, winding 4|of relay mi, and contact 82131 to terminal o. A

normal stick circuit is also closed for each of the other second switchcontrol relays m2, m3, m4 and m5 and, being similar to the circuit justdescribed ior relay mi, will be readily understood from the drawings.

All switches and derails being in their normal position, normalindication relays i are now energized. The circuit for relay i5 passesfrom terminal x, through normal contacts 651115 and 66115, and windingof relay i5 to terminal o. Relays z'l, i2, i3 and iii are similarlycontrolled by normal contacts of the respective second switch controlrelays m and polarized switch indication relays h, and the circuits forrelays y l, i2, i3 and id are therefore omitted from the drawings.

Since all route levers are in their normal position and all route relaysg and 1' are therefore cle-energized, iirst polarized signal relays Uland U2 and, in turn, windings di of second polarized signal relays Qiand Q2 are de-energized, Signal back locking relays ni and n2 aretherefore energized, the circuit for relay n! passing from terminal cc,through de-energized contact |43 of relay Qi, contact |941, and windingof relay nl to terminal o. Relay n2 is energized by a similar circuitpassing from terminal :0, through de-energized Contact |45 of relay Q2,contact |fl6N2, and Winding of relay n2 to terminal o.

Route locking relays V and W are energized, both a pick-up and a stickcircuit for each of these relays being closed. The pick-up circuit forrelay V l passes from terminal r, through contact T2, contact 53T@ inmultiple with contact 5113, and winding of relay Vi to terminal o, Thestick circuit of relay Vi is completed through contact 58Q2, which isclosed while winding 4| of relay Q2 is either de-energized or isenergized in its reverse direction, but which is open while relay Q2 isenergized in the normal direction. The pick-up and stick circuits ofrelay V2 are similar toy those just described for Vi and will be readilyunderstood from the drawings. The pick-up circuit for relay Wi passesfrom terminal through contacts di and K11-3T3, and winding or" relay Wlto terminal o. A second pick-up circuit, new open, for relay Wi includescontact i3t1 in a branch path around Contact 11219 of the first pick-upcircuit. The stick circuit for relay W is completed through Contact95621, which is closed while winding Iii of relay Qi is eitherde-energized or is energized in the normal direction, but which is openwhile relay Q! is energized in the reverse direction. A second stickcircuit, now open, for relay W i includes contact 45M in a branch patharound contact 35@ of the first stick circuit. The circuits for relay W2are similar to those just rdescribed for relay W l and will be readilyunderstood from the drawings.

As shown in Fig. 4, lamp el for switch Hl is continuously supplied withcurrent from terminals :c and lo. Lamp e2 is Ylighted by current flowingfrom terminal through contact 311311, and

lamp e2 to terminal `o. Similar lamps for the other switches and derailsare lighted by exactly similar circuits controlled by contacts of therespective indication relays.

I will now assume that the towerman desires to permit a trainapproaching point E to proceed toward point D. He therefore reverses thelever on the operating board, adjacent the diagram of signal S5, whichis distinguished by the designation To D.

Contact KED in the circuit of relay g5, shown in Fig. 2, is therebyclosed and relay g5 becomes energized by a circuit passing from thesecondary Winding of transformer |99, through contacts 2IJ0g2, 29H2,202g3, 20313, 294%, 295111, contact KED, winding of relay g5, andcontact 268 of relay T5 back to the secondary Winding of transformer|99. Relay g5, upon becoming energized, closes its front contacts 251g5and 261 in the circuit of rst switch control relay P5. Relay P5thereupon becomes energized by current owing from the secondary windingof transformer |99, through the circuit of relay g5 as far as contact20516, thence through the winding of relay P5, contact 25135, wire 286,and contact 261 of relay g5 back to the secondary winding of transformer|99. Relay P5, upon becoming energized, opens its back contacts |3915and |39P5 in the normal stick circuit of relay m5 and then closes itsfront contacts |35P5, |33P5 and |4|P5 in the reverse pick-up and stickcircuits of relay m5. Relay m5 now becomes energized, in the reversedirection, by current owing in its reverse pick-up circuit from terminal3:, through contacts IIGTB, II1V1, |3312, |3614, |3115, front contact|38P5, winding 4| of relay m5, and front contact |35p5 to terminal o.Relay m5, upon closing its reverse contact |112, completes its reversestick circuit passing from terminal 2r, through contact I4 |P5, contact|42, winding 4| of relay m5, and front contact |35P5 to terminal o.

Relay m5, upon becoming energized in reverse direction, closes itslreverse contacts 3331115 and 3381115 in the reverse control circuit ofmotor M5 of derail H5. Current then flows from battery L, throughreverse contact 3331115, armature 334 of motor M5, asymmetric unit d2,field winding 335 of motor M5, contact 331 of circuit controller b5,asymmetric unit d4 and reverse contact 3381115 back to battery L. MotorM5 then operates derail H5 to its reverse or non-derailing position.Just at the completion of this operation of derail H5, contact 331opens, thereby breaking the motor circuit.

During the movement of derail H5 from its normal to its reverseposition, winding 49 of indication relay h5 is shunted through contacts39e and 3 lc, and is therefore deenergized. Upon the completion of theoperation of switch H5 to its reverse position, relay h5 becomesenergized in the reverse direction by current flowing from terminal zr,through contact SIb-3 winding lli) of relay h5, and contact 30--30b toterminal o. When relay m5 becomes energized in its reverse direction foran operation of derail H5, as just described, the circuit of normalindication relay i5 is opened at Contact 651115. When relay h5 becomesenergized in its reverse direction, the circuit for reverse indicationrelay t5 becomes closed and current iiows from terminal through reversecontact 651115, contact 61115, and winding of relay t5 to terminal or.When relay i5 becomes deenergized, as just described, the circuit forlamp e2 for derail H5, on the operating board, becomes opened, therebyextinguishing this lamp e2. When reverse indication relay t5 becomesenergized, reverse lamp e3 for derail H5, on the operating board,becomes lighted by current flowing through a front contact or^ relay twhich completes a circuit for lamp e3 for derail H5, similar to thatshown for lamp e3 for switch Hl Relay t5, upon becoming energized, opensthe pickup circuit of relay m5, but relay m5 continues energized by itsstick circuit through front contacts |35P5 and |4|P5 as long as relay P5continues energized.

Relay g5, upon becoming energized by the closing of Contact KED, aspreviously described, closes its contact 24H5 in the circuit of Winding4| of relay U2 and also closes its contact 282g5 in the circuit ofWinding 4U of relay U2. Relay U2 thereupon becomes energized in itsreverse direction. The circuit for winding 4| includes the circuit ofrelay g5 from transformer |99 to Contact 295m", thence through winding4| of relay U2, contact 241%5, wire 299, and iront Contact 261 of relayg5 back to the secondary winding of transformer |99. The circuit forwinding 40 of relay U2 passes from terminal 285 of the secondary windingoi transformer f, throughV contact 282%5, and winding 40 of relay U2 toterminal 284 of transformer f.

With relay U2 thus energized in its reverse direction, the reversepick-up circuit of relay Q2, through reverse contacts |98U2 and |12U2,becomes completed at contact |69 when relay t5 becomes energized uponthe completion of the movement of derail H5 to its reverse position. Thereverse pick-up circuit of relay Q2 passes from terminal r, throughContact |6955, contact HGH, reverse contact |12U2, winding 4| of relayQ2, and reverse Contact |68U2 to terminal o. Relay Q2 thereupon becomesenergized in its reverse direction, opening the circuit of relay n2 atcontact |45.

Relay Q2, upon becoming energized in the reverse direction, completes,at its reverse contact 29 EQ2, the operating circuit oi arm a5 of signalS5, and current then ows from terminal at', through contacts 28?@2,288B, 239, 298m, reverse Contact 295m, contact 29252, back contact 293m,contacts 294m, 295T2, 29513, and 29'iT1, and the operating mechanism ofarm a5 to terminal o. Arm a5 is now operated to its 45 position, and, ifrelay T| is energized in its normal direction, arm a5 will be furthermoved to its 90 position by current passing from terminal cc, throughcontact 23 of relay Ti, wire 29, and the 90 operating mechanism of arma5 to terminal o.

While relay g5 is energized and relay T| is energized in its normaldirection, a green lamp, designated by the letter G and mounted adjacentthe diagram or" arm a5 of signal S5, is lighted by its circuit passingfrom terminal x, through contact Sig, normal contact 359m, and lamp G toterminal o. When relay T! is energized in its reverse direction whilerelay g5 is energized, a yelv low lamp, designated by the letter Y andmounted adjacent the diagram of arm a5 of signal S5, is lighted by itscircuit passing from terminal :12 through contact 94955, reverse Contact359'11, and lain-p Y to terminal o.

Arm a5, upon moving away from its stop position, opens its contact |8 inthe circuit of relay N 2 which is thereby cle-energized. Referring tothe circuit for relay it is clear that relay n2 Cannot again becomeenergized until relay N2 has become energized when arm a5 has been.returned to its stop position, and until winding 4| of relay Q2 hasbecome cle-energized due to the de-energization oi relay U2, which is inturn deenergized by the de-energization of g5 when contact KED of therespective route lever has been opened. Meanwhile, contact i33n2 is openin the pick-up circuits of relay m5, thus insuring that relay m5 cannotagain be energized in its normal direction until relay g5 has beende-energized by the return of its lever to the normal position, anduntil arm a5 has been returned to the stop position. Upon theenergization of relay Q2 in its reverse direction for the clearing ofarm a5, contact 5|Q2 in the stick circuit of route locking relay W2 hasbeen opened, thus breaking this stick circuit, but relay W2 continuesenergized by its pick-up circuit.

I Will now assume that with arm a5 of signal S5 indicating proceed atrain approaches and deenergizes relay T4. The stick circuit of relay g5is thereby completed at contact 228m, and passes from contact 29516 inthe pick-up circuit of relay g5, through contact 229 of release J2,contacts 22'i'l`3 and 228, contact 23@ of relay g5, the winding of relayg5, and contact 268 of relay f5 back to transformer |99.

If, now, the towerman .should desire to hold the train at signal S5, hewill return to its normal position the lever which operates contact KED,thereby opening this contact. However, relay g5 does not then becomede-energized, sinceits stick circuit is closed, and arm a5 of signal S5therefore continues to indicate proceed and derail H5 cannot be returnedto its derailing position. The towerman can, however, de-energize relayg5 b-y the operation of release J 2 which, at the beginning of itsoperation, opens its contact 292J2 in the circuit of arm c5, therebycausing arm a5 to be at once returned to its stop position, but whichdoes not open its contact 225 in the stick circuit of relay g5 untilafter the lapse of a measured interval of time following the opening ofcontact 29272. Hence, derail H5 cannot' be returned to its derailingposition until va given interval of time has passed after the return ofarm. a5 to its stop position.

If, instead of attempting to hold the train at signal S5, the tovverrnanhas permitted the train to proceed by the route from E to D, the trainupon entering section cc-dd, de-energizes relay T3, thereby opening, atcontact 221, the stick circuit of relay g5 which will then becomedeenergized as soon as the towerman opens contact KED. The train, uponde-energizing relay T3, also opens, at contact 294', the circuit of arma5 which then returns to the stop position. It will be noted that eachof the relays T3, T6 and T8 is provided with a stick circuit and with apick-up circuit which includes one or more route relay back contacts.Since the pick-up circuit of relay T3 includes contact l |g5, it isclear that relay T3, after being (ie-energized by a train, cannot againbecome energized until the towerman has opened lever contact KED andthus `de-energized relay g5. By means of this control of relay T3, stickcontrol of arm a5 of signal S5 is provided. Stick control of arm al ofsignal Sl, of arm a3 of signal S3, and of arm a6 of signal S5 isprovided by contacts |511, |3f4 and |02 in the pick-up circuits of sticktrack relays T8, TS and T3, respectively.

Relay Q2 being energized in the reverse direction at the time the trainde-energizes relay T3, route locking relay W2 becomes de-energized dueto the opening of contact 48T3 while contact 5|@Z is open. Relay W2,upon becoming de-energized, opens its contact |92W2 in the pick-upcircuits of relay m3, thus preventing the possibility that the tovvermanmay, by opening contact KED and closing Contact KEB and thereby causingrelay g2 and in turn relays P| and P31 to become energized, reverse thedirection of energization of relay ml and then of m3 and thereby causeswitch H3 to be reversed after the train has passed signal S5. Whilerelay T3 is de-energized by the train, derail H cannot be returned toits derailing position since the pick-up circuits of relay m5 are openat contact |6T3.

I will further assume that while at least one of the relays TI, T2 andT3 is de-energized, as by a train, causing arm a5 of signal S5 toindicate stop, the towerman finds it necessary to send another traininto the route controlled by arm a5. He therefore reverses the call-onlever which is mounted adjacent the diagram of signal S5 on theoperating board. Contact KE, operated by this call-on lever, is therebyclosed and hence call-on relay R2, shown in Fig. 3, becomes energized bycurrent flowing from terminal through contact KE, and the winding ofrelay R2 to terminal o. Relay R2, upon becoming energized, closes itsfront contact 293m, completing the operating circuit of call-on arm a1,this operatingcircuit including the operating circuit of arm a5 as faras contact 292W, thence through front contact 293112, contacts 299 and300 operated by arms a5 and a6 respectively of signal S5, and theoperating mechanism of arm a1 to terminal o. Arm a1 is then operated toits calling-on position.

Relay R2, upon becoming energized by its pickup circuit as described,completes its stick circuit passing from terminal m, through contact|1195, contact |18 of relay R2, and the winding of relay R2 to terminalo. With this stick circuit completed, relay R2 will now continueenergized although the towerman returns the call-on lever to its normalposition thus opening contact KE. Arm a1 will therefore continue todisplay the calling-on indication until the towerman returns the leverdesignated To D to its normal position, opening contact KED and therebyde-energizing relay g5. While relay R2 is energized, a yellow lamp,designated by the letter Y and mounted adjacent calling-on arm a1 on theoperating board, is lighted by a circuit passing from terminal :12,through contact 352112, and lamp Y to terminal o.

I will next assume that the towerman, after the preceding train haspassed out of the stretch of railway shown in Fig. l, desires to permita second train to move from point E toward point B. He thereforereverses the lever designated To B and mounted adjacent the diagram ofsignal S5 on the operating board, thereby closing contact KEB whichcompletes the circuit of relay g2 passing from the secondary winding oftransformer |84, through contacts |85g3, |8513, |92g4, |93, |94g5,|95f5, 204%, 205, and KEB, winding of relay g2, and back contact 252 ofrelay T2 to the secondary winding of transformer |84. Relay g2, uponbecoming energized, closes its front contacts 255g2 and 26| in thecircuit of relay P5 which then becomes energized by current flowing inthe circuit of relay g2 as far as contact 2051's, thence through thewinding of relay ?5, contact 255g2, wire 286, and front contact 25| 'ofrelay g2 to the secondary winding of |84. Winding 4| of relay m5 thenbecomes energized in its reverse direction, causing the operation ofderail H5 to its reverse position as previously described.

Relay g2, upon becoming energized, also closes its front contact 24|g2as wellas its front contact 26| in the circuit of relay P3. Relay P3then becomes energized by a circuit which includes the circuit of relayg2 as far as contact 205m, thence through the winding of relay P3,contact 24|g2, wire 286, and contact 26| to transformer |84. ContactIOBtl is, however, open in the reverse pick-up circuit of relay m3which, therefore, cannot be energized in its reverse direction untilafter switch HI has been reversed thus causing relay rl to becomeenergized. However, relay g2 upon becoming energized closes its contact353g2 as well as front contact 25| in the circuit of relay PI.

Relay PI then becomes energized by current flowing in the pick-upcircuit of relay g2 as far as contact 205m, thence through the windingof relay Pl, contact 353W, wire 286, and contact 26| to transformer |84.Relay Pl, upon becoming energized, completesthe reverse pick-up circuitof relay ml which then becomes energized in its reverse direction bythis circuit which is similar to that previously traced for relay m5 andwhich can therefore be readily understood from the drawings.

Relay ml, upon becoming energized in its reverse direction, causes theoperation of switch H| and derail Hla, to their reverse positionssimilarly to the manner in which relay m5, upon becoming energized inits reverse direction, causes the operation of derail H5 to its reverseposition as previously described, the operating circuits for switch HIand derail Hla being, however, in multiple as shown for switches H4 andH411. Upon the completion of the operation of switch Hl and derail I-Ilato their reverse positions, rclay hl becomes energized in its reversedirection by a circuit which is similar to the reverse control circuitwhich will hereinafter be traced for relay h4. Relay tl then becomesenergized, closing its contact |05!t1 and thereby completing the reversepick-up circuit of relay m3. Relay m3 now causes the operation of switchH3 to its reverse position, similarly to the manner in which relay m5causes the operation of derail H5 to its reverse position as previouslydescribed.

Relay g2, upon becoming energized, causes the reverse energization ofrelay U2 by its contacts 245g2 and 28|f=2 which are in multiple withcontacts 24'|g5 and 282%5, respectively, in the circuits previouslydescribed for relay U2. The circuit Vfor winding 4| of relay U2,however, instead of including a portion of the pick-up circuit of relayg5 as previously traced, now includes the portion of the pick-up circuitof relay g2 from transformer |84 to contact 205m, and, from wire 28S,passes through contact 26| of relay g2 to transformer |84. Relay g2,upon becoming energized, also closes its contact 35H2, thus causing agreen lamp, designated by the letter G and mounted adjacent the symbolof arm a6 of signal S5 on the operating board, to become lighted by itscircuit, shown in Fig. 4, passing from terminal 1L', through contact 35|g2, and lamp G to terminal o.

After the energization of relays t3 and t5, due to the operation ofswitch H3 and derail H5 to their reverse positions, and the subsequentreverse energization of relay Q2, the operating circuit for arm a6 ofsignal S5 becomes closed through contacts 298t3 and 289t5 as well asthrough reverse contact 29|Q2, relay Q2 having been energized in itsreverse direction upon the closing of contacts |G9t5 and |'||f3. Currentnow flows from terminal through contacts 281622, 23813, 289'55, 290,reverse contact 29|Q2, contact 292, back contact 293m, contacts 294'13,29512 and 298, and the operating mechanismof arm a to terminal o. Arm a6thereupon becomes operated to its proceed position.

Approach locking of the switches and derail in the route governed by arm'a6 is effected by means of a stick circuit for relay g2 in a mannersimilar to that by which approach locking is accomplished by the stickcircuit previously described for relay g5. The stick circuit of relay g2includes the pick-up circuit of relay g2 as far as contact 2f, thencethrough Contact 226 of release J2, contacts 22'IT3 and 223, contact 229or" relay g2, the winding of relay g2, and contact 22 of relay r2 totransformer |84.

The train, upon de-energizing relay T3, opens the stick circuit of relayg2, and the towerman can now de-energize relay g2 by returning the leverdesignated To B to its normal position, thus opening contact KEB. Relayg2, upon becoming de-energized, opens, at its contacts 24l2 and 25532,the circuits of relays P3 and P5 respectively. Relay P5, upon becomingde-energized, completes the normal pick-up circuit of relay m5 passingfrom terminal 3:, through contacts iliiT, liiVl, 33112 and iSv/515, backcontact i3d, windin r di or" relay m5, and back contact 38P5 to terminalo. Relay m5, upon becoming energized in its normal direction, completes,through its normal contact Mii, its own normal stick circuit.

Relay upon becoming energized in its normal direction, also completesthe normal operating circut for motor M5 of derail H5, this circuitpassing from battery L, through normal contact Zit-W5, asymmetric unitdi, field wind- 335 of motor M5, Contact 336 of circuit controllerasymmetric unit d3, armature 334 of motor M5, and normal contact 333m5back to battery L. With derail HE again in its normal position, relay h5becomes energized again in its normal direction and relay i5 then againbecornes energized as previously described.

By the de-energization of relay PS, switch H3 is caused to return to itsnormal position similarly to the manner in which derail H5 is caused toreturn to its normal position by the de-energization of relay P5.

l will now assume that, with all parts again in their normal condition,the towerman desires to permit a train, approaching point B, to movetoward point F. He therefore reverses the lever which is adjacent thediagram of signal S2 on the operating board and which is designated ToF. He thus closes contact KEF, completing the circuit of relay r3 whichpasses from transformer i8?, through contacts lgl, l 8911, QtgZ, i9lf2,iiigl, ISBN, lllg, H95, lllgs, 2ll5r6 and EBF, winding of relay r3, andback contact of relay g3 to transformer i3?. Relay r3, upon becomingenergized, causes the operation of switch H3 to its reverse position ina manner similar to that already described as due to the energization ofrelay g2.

Relay r3, upon becoming energized, also closes the circuit of relay P4,which includes the pick-up circrut of relay T3 as far as contact 2051's,thence through the winding of relay Pil, Contact 22.52r3, wire i236, andfront contact 2&4 of relay r3 to transformer l'l. Relay P4, uponbecoming energized, closes the reverse pick-up circuit of relay m whichthen becomes energized in its reverse direction. Relay m4, upon becomingenergized its reverse direction, causes current to be supplied to themotors Md and Mdc of switches H4 and Hilo, respectively, which thenbecome operated to their reverse positions. Upon the completion of theoperation of switches H4 and Hta to their reverse positions, switchindication relay h4 becomes energized in its reverse direction bycurrent iiowing from terminal fr, through contact 38 of circuitcontroller bil, Contact 35h- 35 o circuit controller blica, winding itof relay hlt, contact Sil-34h of circuit controller blia, and contact13T-31a of circuit controller b4 to terminal o.

Relay r3, upon becoming energized, completes, at its contacts 2145r3 and254, the circuit of winding 4l of relay U2, and alsol closes the normalcircuit for winding 4S of relay U2, this circuit passing from terminal283 of transformer through contact t'l, and winding lill of relay U2 toterminal 284 of transformer f. Relay U2 then closes its contacts in thenormal direction. Relays t3 and te being energized, and relay Q2 beingenergized in its normal direction, the operating circuit of signal S2 isnow completed and passes from terminal x, through contact 365621, wire354, contact 333, wire 3%2, contacts 358W and 309Q2, and the operatingmechanism or signal S2 to terminal o. Signal S2 is thereby cleared for amove over the route between points ii and 7m( Route locking of switchesH4 and Hfla. is accomplished by means of route locking relay V! whichbecomes de-energized when a train, upon passing signal S2, de-energizesrelay TB which then opens contact 56T6.

From the foregoing descriptions of typical eX- amples of operation, thecontrols for the remaining routes and directions of trai'hc will bereadily understood by reference to the drawings.

From the examples of operation cited, it is clear that, in order toarrange any route and clear a signal for a given direction of trafficover such route, the towerrnan has only to reverse one route lever.

It is also clear that, when any route relay g or r is energized by theoperation of the respective route lever to the reverse position, noother route relay can be energized 1for arranging a conflicting route orfor causing a conicting movement of any switch or derail within theroute or for clearing the opposing signal for the route. My inventionfurther provides that certain switches and derails cannot be operated toa given position until certain other switches and derails have beenoperated to a certain given position, and that no signal can be cleareduntil each switch and derail within the route governed by the signal isin the correct position.

As has been described, my invention provides approach and detector trackcircuit locking of switches and derails and also signal indicationlooking of switches and derails.

Although I have herein shown and described only one form of multiplecontrol apparatus embodying my invention, it is understood that variouschanges and modifications may be made therein within the scope oi theappended claims without departing from the spirit and scope of myinvention.

Having thus described my invention, what I claim is:

l. In combination with a plurality of devices each of which is capableof responding in a given manner to current of one polarity and in agiven different manner 'to current of the opposite polarity, a polarizedrelay for each of said devices, means for supplying each of said deviceswith said current of one polarity or the other according as the contactsof the respective said polarized relay are closed in their normal ortheir reverse direction, a neutral relay for each of said polarizedrelays, means for energizing each of said polarized relays in Vitsnormal or its reverse direction according as its neutral relay isenergize-d or de-energized, a plurality of control relays, a manuallyoperable contact for each of said control relays, means including therespective manually operable contact for energizing each of said controlrelays while certain others of said control relays are de-energized, andmeans for energizing each of said neutral relays while any one of arespective group of said control relays is energized.

2. In combination with a plurality of devices each of which is capableof responding in a given manner to current of one polarity and in agiven diilercnt manner to current of the opposite polarity, a polarizedrelay for each of said devices, means for supplying each of said deviceswith said current of one polarity or the other according as the contactsof the respective said polarized relay are closed in their normal ortheir reverse direction, a plurality of control relays, a manuallyoperable contact for each of said control relays, means including therespective manually operable contact for energizing each of said controlrelays while certain others of said control relays are de-energized,means for energizing each of said polarized relays with current of onepolarity while any one of a respective group of said control relays isenergized, and means for energizing each of said polarized relays withcurrent of the opposite polarity while all relays in said respectivegroup are de-energized.

3. In combination with a plurality of devices each of which is capableof responding in a given manner to current of one polarity and in agiven different manner to current of the opposite polarity, a pluralityof control relays, a manually operable Contact for each of said controlrelays, means including the respective manually operable contact forenergizing each of said control relays while certain others of saidcontrol relays are de-energized, means for supplying each of saiddevices with current of one polarity while any one of a respective groupof said control relays is energized, and means Vfor supplying each ofsaid devices with current of the opposite polarity while all relays insaid respective group are fle-energized.

Li. In combination with a plurality of devices each ci which isresponsive to electric current, a plurality of polarized relays each ofwhich while energized in one direction permits current to be supplied toa respective group of said devices and while energized in the reversedirection permits current to be supplied to a second respective group ofsaid devices, a plurality of control relays, a manually operable contactfor each of said control relays, means including the respective manuallyoperable contact for energizing each of said control relays whilecertain others of said control relays are de-energized, means forenergizing each of said polarized relays by current of one polaritywhile any one of a iirst respective group of said control relays isenergized, and means for energizing each of said polarized relays bycurrent of opposite polarity while any one of a second respective groupof said control relays is energized.

5. In combination with a plurality of devices each of which is capableof responding to a suitable form of energy and in a manner according tothe manner of application of said energy thereto, a plurality of controlrelays, a manually operable means for each of said control relays, meansincluding the respective manually operable means for energizing each ofsaid control relays while certain others of said control relays arede-energized, means` for supplying each of said devices with energyapplied in a given manner while any one of a respective group of saidcontrol relays is energized, and means for supplying each of saiddevices with energy applied in a given different manner while allcontrol relays in said respective group are de-energized.

6. In combination, a stretch of railway track, a plurality of trainogoverning devices for directing traffic over said stretch of track andeach of which devices is capable of responding to a suitable form ofenergy and in a manner according to the manner of application of saidenergy thereto, a plurality of control relays, a manually operabledevice for each of said control relays, means including the respectivemanually operable device for energizing each of said control relayswhile certain others of said control relays are de-energized, means forsupplying each of said governing devices with energy applied in a givenmanner while any one of a respective group of said control relays isenergized, and means for supplying each of said governing devices withenergy applied in a given different manner while all control relays insaid respective group are deenergized.

7. In combination, a stretch of railway track, a plurality of trackswitches for directing trac over said stretch of track, a plurality ofsignals for governing traic over said stretch of track, a plurality ofcontrol relays, a manually operable device for each of said controlrelays, means including the respective manually operable device forenergizing each of said control relays while certain others of saidcontrol relays are de-energized, means for operating each of saidswitches to one position while any one of a respective group of saidcontrol relays is energized, means for operating each of said switchesto the opposite position while all the control relays of said respectivegroup are de-energized, and means for clearing each of said signalswhile a respective said control relay is energized.

8. In combination, a stretch of railway track in which are included 4a.plurality of track switches each having a normal and a reverse position,a plurality of routes by any one of which traiiic can move in eitherdirection through said stretch of track, a plurality of signals forgoverning trail'ic in either direction over said routes, a route relayfor each traflic direction of each of said routes, a manually operabledevice for each of said route relays, means including the respectivemanually operable device for energizing each of said route relays whilecertain others of said route relays are de-energized, meansfor operatingeach of said switches to its reverse position when a route relay isenergized for any route which includes said switch in such position,means for restoring each of said switches to its normal position upont-e de-energization of all route relays which cause said switch to beoperated to its reverse position, and means for clearing each of saidsignals when the route relay for the associated route and traiiicdirection is energized.

9. In combination, a stretch of railway track in which are included aplurality of track switches each having a normal and a reverse position,a plurality of routes by any one of which traine can move in eitherdirection through said stretch of track, a plurality of signals forgoverning trac in either direction over said routes, a route relay foreach traiic direction of each of said routes, a manually operable devicefor each of said route relays, means including the respective manuallyoperable device for energizing each of said route relays while certainothers oi said route relays are lie-energized, means for continuing theenergization of each of several said route relays independently of therespective manually operable device while a train is approaching therespective signal, means for operating each of said switches to itsreverse: position when a route relay is energized for any route whichincludes said switch in such position, means for restoring each of saidswitches to its normal position upon the de-energization of all routerelays which cause said switch to be operated toits reverse position,and means for clearing each o1" said signals when the route relay forthe associated route and traffic direction is energized.

10, In combination, a stretch of railway track in which are included aplurality of track switches each having a normal and a reverse position,a plurality of routes by any one of which traffic can move in eitherdirection through said stretch of track, a plurality of signals forgoverning trafic in either direction over said routes, a route relay foreach trac direction of each of said rou es, a manually operable devicefor each of said route relays, means including the respective manuallyoperable device for energizing each of said route relays while certainothers of said route relays are de-energized, means for continuing theenergization of each of several said route relays independently of therespective manually operable device while a train is approaching therespective signal, means for de-energizing each of said several routerelays after a measured interval of time when such route relay is beingenergized by an approaching train, means for operating each of saidswitches to its reverse position when a route relay is energized for anyroute which includes said switch in such position, means for' restoringeach of said switches to its normal position upon the de-energization ofall route relays which ca.use said switch to be operated to its reverseposition, and means for clearing each of said signals when the routerelay for the associated route and traffic direction is energized.

1l. In combination, a stretch of railway track in which are included aplurality of track switches each having a normal and a reverse position,a plurality of routes by any one of which traiiic can move in eitherdirection through said stretch of track, a plurality of signals forgoverning trafic in either direction over said routes, a route relay foreach traic direction of each of said routes, a manually operable devicefor each of said route relays, means including the respective manuallyoperable device for energizing each of said route relays while certainothers of said route relays are de-energized, a control relay for eachof said switches, means for energizing each of said control relays whilea said route relay is energized for any route which includes therespective said switch in its reverse position, means for operating eachof said switches to its reverse position while the respective controlrelay is energized, means for restoring each of said switches to itsnormal position while the respective control relay is de-energized, andmeans lor clearing each oi said signals when the route relay for theassociated route and traiiic direction is energized.

12. In combination, a stretch of railway track in which are included aplurality of track switches each having a normal and a reverse position,a plurality of routes by any one of which tramo can move in eitherdirection through said stretch of track, a plurality of signals forgoverning trafno in either direction over said routes, a route relay foreach trafic direction of each of said routes, a manually operable devicefor each of said route relays, means including the respective manuallyoperable device for energizing each of said route relays while certainothers of said route relays are cle-energized, a control relay for eachof said switches, means for energizing each of said control relays whilea said route relay is energized for any route which includes the re.spective said switch in its reverse position, a second control relay foreach of said switches and each of said second control relays having anormal and a reverse position, means for operating each of said secondcontrol relays to its reverse or its normal position according as therespective first control relay is energized or deenergized and when allsaid signals governing over said switch are indicating stop and trackconditions are satisfactory, means for operating each of said switchesto its reverse or its normal position according as the respective secondcontrol relay is in its reverse or its normal position, and means forclearing each of said signals when the route relay for the associatedroute'and traiic direction is energized.

13. In combination, a stretch of railway track in which are included aplurality of track switches each having a normal and a reverse posit on,a plurality of routes by any one of which tralc can move in eitherdirection through said stretch of track, a plurality of signals Lorgoverning traffic in either' direction over said routes, a route relayfor each traic direction of each of said routes, a manually operabledevice for each o said route relays, means including the respectivemanually operable device for energizing each of said route relays whilecertain others of said route relays are de-energized, means foroperating each of said switches to its reverse position when a routerelay is energized for any route which includes said switch in suchposition, means for restoring each of said switches to its normalposition upon the de-energization of all route relays which cause saidswitch to be operated to its reverse position, a plurality of signalcontrol relays each having a normal and a reverse position, means foroperating each of said signal control relays to its normal or its re-Verse position according as a route relay of a respective group forgoverning trafilc in one direction is energized or a route relay of arespective group for governing traiiic in the opposite direction isenergized, an auxiliary signal control relay for each of said firstsignal control relays, each said auxiliary signal control relay having anormal and a reverse position, means ior operating each said auxiliarysignal control relay to its reverse or its normal position according asthe respective said iirst signal control relay is in its reverse or itsnormal position and when all the switches of a respective route areproperly arranged, and means for clearing each of said signals when therespective auxiliary signal control relay occupies the proper normal orreverse position and when each of the switches of the associated routeis in the proper position.

14. In combination, a stretch of railway track in which are included aplurality of track switches, a plurality of routes by any one o1 whichtrafic can move in either direction through said stretch of track, asignal adjacent each end of each such route for governing traino throughsaid route in the one direction or the other respectively, an approachtrack circuit for each ci several said signals each including a trackrelay, a detector track circuit for each route each including a trackrelay, a route relay for each traffic direction of each 'of said routes,a manually operable lever for each said route relay, means including therespective manually operable lever for energizing each of said routerelays while the route relay for governing in the opposite directionover the same route and the route relays for all routes which conflictwith said route are cle-energized, means for continuing the energizationof each of several said route relays independently of its control leverwhile the respective approach track relay is de-energized, a timereleasing device for opening the control circuit of the signalassociated respectively with each of said several route relays and forde-energizing each of said several route relays upon the subsequentlapse oi a measured interval oi time and while the associated lever isin a position for not energizing said route relay, a contact of therespectivedetector track circuit relay ior the route controlled by eachof said several route relays for de-energizing the respective routerelay while the associated lever is in a position for not energizingsaid route relay, and means including said route relays for controllingrsaid switches and said signals.

15. In combination, a stretch cil railway track in which are included aplurality of track switches, a plurality of routes by any one of whichtraic can move 'in either direction through said stretch of track, asignal adjacent each end o' each such route for governing trafc throughsaid route in the one direction or the other, respectively, a detectortrack circuit for each route each including a track relay, a route relayfor each 'tra'ic direction of each of said routes, a manually operable`lever for each said route relay, means including the respectivemanually 'operable lever for energizing each of said route relays, afirst control relay for each o'f said switches, means for energizingeach said rst control relay through a front contact of either of thesaid route 'relays for any route which includes Ithe respective switchin its reverse position, a 'second control relay for each of saidswitches responsive to the polarity of current flowing through itswindings, a normal pick-up vcircuit for each said second control relayincluding a front contact of the track relay for the detector trackcircuit in which the respective switch is located as well as a backcontact of the respective first control relay and a source o'f current,a reverse pick-up circuit for each said second control relay including afront contact of the track relay for the detector track circuit in whichthe respective switch is located as well as a front contact of therespective rst control relay and a source of current, a normal stickcircuit for each said second control relay controlled by a normalcontact thereof and by a back contact of the respective rst controlrelay, a reverse stick circuit for each said second control relaycontrolled by a reverse contact thereof and by a front contact of therespective rst control relay, means for operating each said switch toits reverse or its normal position according as its second control relayis energized in its reverse or its normal direction, and means includingsaid route relays for controlling said signals.

16, In combination, a stretch of railway track in which are included aplurality of track switches, a plurality of routes by any one of whichtraffic can move in either direction through said stretch of track, asignal adjacent each end of each such route for governing traic throughsaid route in the one direction or the other respectively, a route relayfor each trafc direction of each of said routes, a manually operablelever for each of said route relays, means including the respectivemanually operable lever for energizing each of said route relays, apolarized control relay for each of said switches, a reverse pick-upcircuit for energizing each said polarized control relay in its reversedirection when a route relay is energized for any route which includesthe respective switch in its reverse position, a normal pick-up circuitfor energizing each of said polarized control relays in its normaldirection when the route relays are de-energized for all routes whichinclude the respective switch in its reverse position, means foroperating each said switch to its reverse or its normal positionaccording as the respective polarized control relay is energized in itsreverse or its normal direction, a plurality of first polarized signalrelays, means for energizing each of said rst polarized signal relays inone direction when any one of a respective group of route relays for onedirection of traiiic is energized, means for energizing each of saidfirst polarized signal relays in the opposite direction when any one ofa respective group of route relays for the opposite direction of trainois energized, a second polarized signal relay for each of said firstpolarized signal relays and each of which controls a respective group ofseveral said signals, a polarized indication relay for each of saidswitches, means for energizing each of said polarized indication relaysin its normal or its reverse direction according as the respectiveswitch is in its normal or its reverse position, a normal and a reverseindication relay for each of said polarized indication relays, anenergizing circuit for each of said normal indication relays controlledby a normal contact of the respective polarized indication relay and bya normal contact of the respective polarized control relay, anenergizing circuit for each of said reverse indication relays controlledby a reverse contact of the respective polarized indication relay and bya reverse contact of the respective polarized control relay, a normaland a reverse circuit for energizing each of said second polarizedsignal relays in its normal or its reverse direction according as therespective said rst polarized signal relay is energized in its normal orits reverse direction while all the switches in a respective route arein the proper position and while the opposing signal for said respectiveroute is indicating stop, a signal indicating relay for each of saidsecond polarized signal relays and which is controlled by a contactoperated by each signal Which is controlled by the respective secondpolarized signal relay, a back locking relay for each of said signalindicating relays and which is controlled by a front contact of therespective signal indicating relay and by a contact closed While thewere respective second polarized signal relay is deenergized, a routelocking relay for each of several said switches which are not located inthe rst track circuit in advance of a signal which governs traiic overSaid switch, a pick-up circuit for eachof said route locking relayscontrolled by a front contact of the track relay of each track circuitbetween the respective switch and a signal which controls traffic o-versaid switch, a stick circuit for each of said route locking relayscontrolled by a contact closed while the second polarized signal relayfor said signal which controls traffic over said switch is eitherde-energized or is energized in one direction but which contact is openwhile said second polarized signal relay is energized in the oppositedirection for clearing said signal, a front contact of each of saidroute locking relays included in the pick-up circuits of the respectivepolarized control relays, a front contact of each back lock- I ing relayincluded in the pick-up circuits of each polarized control relay forswitches over which trailic is governed by the signals which control therespective back locking relay, a main arm for each of said signals, acall-on arm for each of several said signals, a call-on relay for eachcall-on arm of said signals, a pick-up circuit for each of said call-onrelays controlled by a manually operable device, a stick circuit foreach of said call-on relays controlled by a front contact of each ofsaid route relays which control the route of the main arm of thecorresponding signal, means for controlling each main arm of saidsignals by the respective energized contact of its second polarizedsignal relay and by a front contact of the respective normal or reverseindication relay for each switch over which said signal governs, andmeans for controlling each call-on arm of said signals by a frontcontact of its call-on relay.

l?. In combination, a stretch of railway track in which are included aplurality of track switches, a plurality of routes by any one of whichtraic can move in either direction through said stretch of track, asignal adjacent each end of each such route for governing traic throughsaid route in the one direction or the other respectively, a manuallyoperable tra-hic device for each traiic direction of each of saidroutes, a main arm for each of said signals, a call-on arm for each ofseveral said signals, a manually operable call-cn device for each ofsaid call-on arms, means for controlling said main arms and saidswitches by said traffic devices, means for controlling said call-onarms by said call-on devices, a control board for said switches andsignals on said control board a diagram showing the arrangement of saidstretch of track and of said switches. and said signals and also on saidcontrol board said traffic devices and said call-on devices mountedadjacent the diagrams of said signals which are controlled by therespective said traino devices and said call-on devices, also on saidcontrol board a normal and a reverse lamp for each of said switches andeach of which is lighted when the respective switch occupies its normalor its reverse position respectively.

I8. In combination, a plurality of devices each of which is responsiveto a suitable form of energy and in a manner according to the manner ofapplication of said energy thereto, a manually operable means for eachof given partly inter-in'- clusive groups of said devices, means forapplying said energy in a given manner to all the said devices in eachof said given partly inter-inclusive groups when the respective saidmanually operable means is operated to a given position, and means forapplying said energy in a given dierent manner to all the said devicesin each of said partly inter-inclusive groups when said respectivemanually operable means is operated to a given different position.

19. In combination, a polarized switch relay for controlling operationsof a railway track switch to one position or another according as saidrelay is energized in a normal or a reverse direction, a neutral switchrelay, a normal pick-up circuit for said polarized relay controlled by aback ccntact of said neutral relay, a normal stick circuit for saidpolarized relay including one of its own contacts and controlled by aback contact of said neutral relay, and a reverse control circuit forsaid polarized relay controlled by ra iront contact of` said neutralrelay.

20. In combination, a polarized switch relay for controlling operationsof a railway track switch to one position or another according as saidrelay is energized in a normal or a reverse direction, a neutral switchrelay, a normal pick-up circuit for said polarized relay, a normal stickcircuit ior said polarized relay controlled by a back contact of saidneutral relay, and a reverse control circuit for said polarized relaycontrolled by a front Contact of said neutral relay.

2l. In combination, a railway track switch, a polarized switch relay forcontrolling operations of said switch to one position or anotheraccording as said relay is energized in a normal or a reverse direction,a polarized indication relay energized in a normal or a reversedirectiondaccording as said switch is in said first or said secondposition respectively, a normal indication relay controlled only by anormal polar contact of said switch relay and by a normal pola-r contactof said polarized indication relay, a reverse indication relaycontrolled only by reverse polar contact of said switch relay and by areverse polar contact ci said polarized indication relay, and meanscontrolled by said normal and reverse indication relays for controllingsaid switch.

22. In combination, a railway track switch, a polarized switch relay forcontrolling operations of said switch to one position or anotheraccording as said relay is energized in a normal or a reverse direction,a polarized indication relay energized in a normal or a reversedirection according as said switch is in said first or said secondposition, a normal indication relay controlled by a normal polar contactof said switch relay and by a normal polar contact oI" said polarizedindication relay, a reverse indication relay controlled by a reversepolar contact of said switch relay and by a reverse polar contact ofsaid polarized indication relay, and means controlled by said normal andreverse indication relays for controlling said switch relay.

23. In combination, a raiiway track switch controlled from a pointremote from the switch, a polarized switch relay governed from saidremote point for controlling operations of said switch to one positionoranother according as said relay is energizedin a normal or a reversedirection, a polarized indication relay energized in a normal or areverse directionraccording as said switch is in said first or saidsecond position, a normal indication relay controlled by a normal polarContact of said switch relay and by a normal pola-r contact of saidpolarized indication relay, a reverse indication relay controlled by areverse polar contact of said switch relay and by a reverse polai`contact of said polarized indication relay, and indication means at saidremote point controlled by said normal and reverse indication relays.

24. In combination, a stretch of railway track including a plurality oftraffic governing devices distributed among a plurality of routes, adiagram of said stretch, a plurality of control devices one for each ofsaid routes arranged at the representations of the correspondingentrance ends of said routes in said diagram, and means controlled byeach of said control devices for operating a plurality of the trafficgoverning devices of the associated route.

25. In combination, a plurality of partly interinclusive groups ofoperable devices, a diagram showing the relative locations of saidgroups, a plurality or" control instruments one for each of said groupsarranged at the representations of the corresponding groups in saiddiagram, and means controlled by each of said instruments for operatinga plurality of the devices of the associated group.

26. Railway control apparatus comprising a control board, a plurality oftrack switches and signals for a plurality of routes', a diagram on saidboard showing the relative locations of said switches and signals aswell as said routes, a plurality of devices mounted on said board onefor each of said routes at one end of the representation of thecorresponding route, and means controlled by each of said devices forcausing certain switches of its route to be operated and for causing asignal for its route to be cleared.

27 Railway control apparatus comprising a control board, a plurality oftrack switches which can be arranged to form a plurality of partlyinter-inclusive routes over a given stretch of track, a diagram on saidboard showing the arrangement of said routes, a plurality of devicesmounted on said board one for each of said routes at one end of therepresentation of the corresponding route, and means controlled by eachof said devices for causing operation of all the switches which areincluded in its route in a reverse position.

2S. In combination, a plurality of railway track switches which can bearranged to form a plurality of routes over a given stretch of track, asignal for governing traiiic movements over each of said routes, acontrol device for each of said routes, and means controlled by each ofsaid control devices and interlocked non-mechanically for operatingcertain switches of its route and for clearing the signal for its route.

29. In combination, a stretch of railway track including a plurality ofswitches, a signal for governing traiiic movements over said stretch, acontrol device, and means controlled by said device and interlockednon-mechanically for operating certain said switches and for clearingsaid signal.

30. In combination, a plurality of railway track switches which can bearranged to form a plurality of partly inter-inclusive routes over agiven stretch of track, a control device for each of said routes, andmeans controlled by each of said control devices and interlockednon-mechanically with means controlled by certain other said controldevices for operating all the switches which are included in its routein a reverse position.

3l. In combination, a stretch of railway track, a route including aplurality of track switches or directing traflic through said stretch, astick relay, a manually operable device, a second manually operabledevice, a pick-up circuit for said stick relay controlled by said firstdevice, a stick circuit for said stick relay controlled by said seconddevice, and means controlled by said stick relay for controlling vsaidswitches.

32. In combination, a stretch of railway track, a route including aplurality of track switches for directing traiiic through said stretch,a stick relay, a manually operable device., a pick-up circuit for saidstick relay controlled by said manually operable device, a stick circuitfor said stick relay controlled by traffic conditions, and meanscontrolled by said stick relay for controlling said switches.

33. In combination, a rst, a second, and a third railway track switch, arst, and a second manually operable device, means controlled by said rstdevice for operating said first switch, means controlled by said seconddevice for operating said second switch, means controlled by said rstdevice for `operating said third switch, and means controlled by saidsecond device interlocked non-mechanically with means controlled by saidfirst device for operating said third switch.

34. In combination, a railway track switch, a second railway trackswitch, a signal for governing` traic movements over said switches, amanually operable device, a second manually operable device, meanscontrolled by said rst device for operating said irst switch, meanscontrolled by said second device for operating said second switch, andmeans controlled by said first and second devices and interlockednon-mechanically with said switch operating means for clearing saidsignal.

3.5.y In combination, a railway track switch, a

second railway track switch, a signal for governing traiiic movementsover said switches, a manually operable device, a second manuallyoperable device, means controlled by said rst device for operating saidrst switch, means controlled by said second device for operating saidsecond switch, and means controlled by said rst switch and by saidsecond device and interlocked nonmechanically with said switch operatingmeans for clearing said signal.

36. In combination, a plurality of railway track switches, a manuallyoperable device, a second manually operable device operatedindependently of said rst-device, means controlled by said iirst devicefor operating each of said switches to a given position and meanscontrolled by said second device. interlocked non-mechanically withmeans controlled by said iirst device for operating each of saidswitches to a given position.

` 37. In combination, a railway track switch, a second railway trackswitch, a manually operable device, a second manually operable deviceinterlocked non-mechanically with said iirst device, means controlled bysaid rst and second devices for operating each of said switches to agiven position, and means controlled by said rst and second devices foroperating each of said switches to a second position.

38. A relay interlocking system, comprising a plurality of partlyinter-inclusive groups of control relays, and means including backcontacts of all the relays of each of said groups for controlling acorresponding relay of another of said groups.

39. A relay interlockingsystem, comprising a plurality of partlyinter-inclusive groups of control relays, and means controlled by allthe relays of each of said groups for controlling a corresponding relayof another of said groups.

40. A relay interlocking system, comprising a plurality of controlinstruments, a plurality of partly inter-inclusive groups of controlrelays, and means controlled by each of said groups and by one of saidinstruments for controlling a corresponding relay of ano-ther of saidgroups.

41. A relay interlocking system, comprising a plurality of manuallycontrollable instruments, a plurality of partly inter-inclusive groupsof control relays, and means controlled by back contacts of the relaysof each 'of said groups and by one of said instruments for controlling acorresponding relay of another of said groups.

42. A relay interlocking system, comprising a plurality of manuallycontrollable instruments, a plurality of partly inter-inclusive groupsoi control relays, and means controlled by each of said groups and byone of said instruments for controlling a corresponding relay of anotheror" said groups.

43. In combination, a stretch of railway track including a plurality otraic governing devices distributed among a plurality of routes, aplurality of control devices one for each of said routes, and meanscontrolled by each of said control devices and interlockednon-mechanically with means controlled by certain other said oontroldevices for operating a plurality of the traic governing devices asnecessary for the associated route.

44. In combination, a plurality of partly interinclusive groups ofoperable devices, a plurality of control instruments one for each ofsaid groups, and means controlled by each of said instruments andinterlocked non-mechanically with means controlled by certain other saidinstruments for operating a plurality of the devices as necessary forthe associated group.

45. In combination, a railway track switch, a rst manually operablecontact, a second manually operable Contact mechanically independent ofsaid iirst contact, a rst relay controlled by said rst contact forcontrolling said switch to a given position and a second relaycontrolled by said second contact and electrically interlocked with saidiirst relay for controlling said switch to the same position as saidfirst relay.

46. In combination, a stretch of railway track including a plurality oftraffic governing devices distributed among a plurality of partlyinterinclusive routes, a plurality of independently operable manualcontrol instruments, and means controlled in response to a singleoperation of each of said instruments for arranging the tram-c governingdevices as necessary for a corresponding one of said routes.

47. In combination, a stretch of railway track including a plurality ofswitches and signals for governing traiiic movements over a plurality ofpartly inter-inclusive routes, a plurality of independently operablemanual control instruments, and means controlled by each of saidinstruments for arranging the switches as necessary for a correspondingroute and for clearing the signal for the same route.

48. In combination, a stretch oi railway track including a plurality ofswitches and signals for governing traiiic movements over a plurality ofpartly inter-inclusive routes, a plurality of independently operablemanual control contacts, and a plurality of interlocked instrumentscontrolled by said contacts for arranging the switches and clearing thesignals for said routes.

49. In combination, a railway track switch, an approach track section, asignal for governing tramo movements over said switch'from said apeproach section, a normally deenergized approach locking relay, manualmeans for controlling said signal, means controlled by said signalcontrolling means for energizing said relay, means controlled by a trainin said approach section for retaining said relay in its energizedcondition, means for operating said switch between normal and reversepositions, and means controlled by said relay for at times preventing anoperation of said switch.

50. In combination, a railway track switch, a signal for governingtraffic movements over said switch, a normally deenergized approachlocking relay, a manually operable device, means including said devicefor energizing said relay, a normally energized track relay whichbecomes deenergized if a train approaches said switch, a stick circuitincluding a back contact of said track relay for retaining said approachlocking reiay in its energized condition, means for clearing said signalonly after said approachv locking relay has become energized, and meansfor subsequently operating said switch only after said approach lockingrelay has become deenergized.

5l. In combination, a railway track switch, an approach locking relay, amanually operable device, means including said device for energizingsaid relay, a normally energized track relay which becomes deenergizedif a train approaches said switch, a stick circuit including a backcontact of said track relay for retaining said ap-Y proach locking relayin Aits energized condition, means for operating said switch to a givenposition only after said approach looking relay has become energized,and means for subsequently operating said switch to a second positiononly after said approach locking relay has been dcenergized.

52. In combination, a stretch of railway track, a signal for governingtrafc movements from a given direction over said stretch, a secondsignal for governing trac movements from a second direction over saidstretch, an approach locking relay, a manually operable device, meansincluding said device and a train approaching said rst signal forcontrolling said relay, means for clearing said first signal only aftersaid relay has been energized, and means for clearing said second signalonly when said relay is deenergized.

53. In combination, a section of railway track, a traic governing deviceassociated with said section, an approach section, a manually operabledevice, an approach locking relay, means including said device forenergizingv said relay, means controlled by a train in said approachsection for retaining said relay in the energized condition, meanscontrolled by a train in said first section for deenergizing said relay,and means controlled by said relay for controlling said trafficgoverning device.

54. In combination, a stretch of railway track containing a switch, amanually operable device, a. stick relay, an approach track section forsaid switch, a pick-up circuit for said relay including said manuallyoperable device, a Stick circuit for said relay energizable only whensaid approach section is occupied and said iirst section is unoccupied,and means controlled by said relay for controlling said switch.

55. In combination, a railway track switch, an indication relaycontrolled in accordance with the position oi said switch, and meanscontrolled by said indication relay according to traic conditions forcontrolling said switch.

,56, lIn combination, a railway track switch, an

indication relay controlled by said switch, a signal for governingtraflic movements over said switch, and means controlled by saidindication relay according to the condition of said signal forcontrolling said switch.

57. In combination, a railway track switch, an indication meanscontrolled by said switch, a signal for governing traii'ic movementsover said switch, and means controlled by said signal according to thecondition of said indication means for controlling said switch.

58. In combination, a railway track switch, an indication meanscontrolled in accordance with the position of said switch, and meanscontrolled by traiiic conditions according to the condition of saidindication means for controlling said switch.

59. In combination, a stretch of railway track, a main signal and acall-on signal for governing the movement of traine through saidstretch, a control relay, a signal circuit for clearing said main signalincluding a front contact of said control relay and a contact controlledin accordance with traic conditions in said stretch, a signal circuitfor clearing said call-on signal including a front contact of saidcontrol relay, means including a signal lever at a remote point forenergizing said control relay, and manually operable means associatedwith said lever for effecting the closing of the circuit for saidcall-on signal in the event that said main signal fails to clear whensaid control relay is energized.

60. In combination, a stretch of railway track, a main signal and acall-on signal for governing the movement of traic through said stretch,a signal relay, circuits controlled by said relay for clearing said mainsignal and for clearing said call-on signal, selecting means included insaid circuits and arranged to permit the clearing of said main signalprovided only said stretch is unoccupied and to prevent the clearing ofsaid call-on signal when said main signal is cleared, and manuallyoperable means for controlling said selecting means to clear saidcall-on signal, whereby a signal may be cleared for said stretch eventhough the stretch is occupied.

61. In combination, a section of railway track having a track relay, amain signal and a call-on signal for governing the movement of trafficthrough said section, a signal relay, a circuit for clearing the mainsignal closed only when the signal relay and the track relay areenergized, a circuit for the signal relay including a manuallycontrollable contact, a second relay, a circuit for clearing the call-onsignal closed only when the signal relay and the second relay areenergized, manually operable means for energizing the second relay, andmeans for preventing the clearing of the call-on signal except when themain signal is in its most restrictive condition.

62. In combination, a railway signal, a signal relay for controllingsaid signal, a control cir cuit for said relay, a call-on relay forcontrolling said signal, a manually controlled pickup circuit for saidcall-on relay, and a stick circuit for said call-on relay including afront contact of said signal relay.

63. In combination, a plurality of partly interinclusive traic routeseach including a plurality of railway switches, a signal to governtraffic over `each route, a remote controlled switch controlling relayfor each switch of each route to govern the operation of the switch, aremote controlled signal controlling relay to govern the operation ofeach signal, and circuit means to render each remote controlled signalcontrolling relay neffective to clear a corresponding signal unless eachswitch of the route over which traiic is governed by that signal agreesas to position with its remote controlled switch controlling relay.

64. In combination, a plurality of partly interinclusive tralic routeseach including a plurality of railway switches, a signal to govern traicover each route, a remote controlled switch controlling means for eachswitch to govern the operation of the switch, a remote controlled signalcontrolling relay to govern the operation of each signal, and a checklooking circuit for each route controlled by the switch controllingmeans of each switch of the route and arranged to render the remotecontrolled signal controlling relay for the signal which governs tracover the route ineiective to clear that signal unless each switch of theroute agrees as to position with its respective remote controlled switchcontrolling means.

65. In combination, a railway switch having a normal and reverseposition, a circuit controlling device controlled by said switch adaptedto occupy one given position when the switch is normal and to occupy asecond given position when the switch is reversed, a remote controlledswitch controlling means having a normal and reverse position toestablish the normal and reverse positions of said switch respectively,a circuit controlled by said circuit controlling device and said switchcontrolling means arranged to be closed only when said circuitcontrolling device and said switch controlling means both occupy theirnormal position or when both occupy their reverse position, a repeaterrelay controlled by said circuit and energized only when said circuit isclosed, and a signal circuit to govern tramo over the switch closed onlywhen said repeater rela-y is energized.

66. In combination, a plurality of intersecting railway tracks, trackwaydevices each having a normal and a reverse position capable of difierentcombinations as to their normal and reverse positions to arrange saidtrackway into different routes, a signal for each route, remotecontrolled means having a normal and a reverse position for eachtrackway device to establish the ccrresponding position of its trackwaydevice, a remote controlled relay for each signal to govern theoperation of the signal, a circuit controlling means for each trackwaydevice adapted to assume a normal or a reverse position in response tothe normal or reverse position of the trackway device, a check lockingcircuit for each route controlled by the remote controlled means and ther circuit controlling means of each trackway dcvice of the routearranged to be closed only when there is agreement as to positionbetween the remote controlled means and the circuit controlling means ofeach trackway device of the route, and means controlled by each checklocking circuit to render the remote controlled relay ineffective toclear the signal for the route unless said circuit is closed.

67. In combination, a trail'ic route including a plurality of railwayswitches, a signal to govern tranic over the route, a remote controlledswitch controlling relay for each switch of the route to govern theoperation of the switch, a remote controlled signal controlling relay togovern the operation of the signal, and circuit means to render theremote controlled signal controlling relay ineiective to clear thesignal unless each switch of the route agrees as to position with itsremote controlled switch controlling relay.

Cil

68. In combination, a tramo route including a plurality of railwayswitches, a signal to govern traiiic over the route, a remote controlledswitch controlling means for each switch to govern the operation of theswitch, a remote controlled signal controlling relay to govern theoperation of the signal, and a check locking circuit for the routecontrolled by the switch controlling means of each switch of the routeand arranged to render the remote controlled signal controlling relayineiective to clear the signal unless each switch of the route agrees asto position with its respective remote controlled switch controllingmeans.

69. In combination, a railway track switch, a rst signal for governingtraffic in one direction over the switch, a second signal for governingtraiiic in the opposite direction over the switch, a first manuallyoperable contact, a second manually operable contact mechanicallyindependent of said iirst Contact, a relay controlled by said firstcontact for controlling said switch and said first signal, and a secondrelay controlled by said second contact and electrically interlockedwithv said iirst relay for controlling said switch and said secondsignal.

70. In combination, a stretch of railway track including a track switch,a plurality of signals for governing the movement of traflic over saidswitch, a plurality of independently operable manual control leversincluding one for each signal, and means controlled in response to asingle operation of any one of said levers provided no other lever hasbeen operated for operating said switch and for selectively clearing thesignal corresponding to said lever.

71. In combination, a stretch of railway track including a plurality oftrack switches, a plurality of signals for governing the movement oftraiic over said switches, a plurality of independently operable manualcontrol levers including one for each signal, and means controlled inresponse to the operation of any one of said levers provided no otherlever has been operated for operating each of said switches and forclearing the signal corresponding to said lever. Y

72. In combination, a stretch of railway track including a two positiontrack switch, means for governing the movement of traiiic over aplurality of routes each including said switch cornprising a signal atthe entering end of each route, a plurality of independently operablemanual control levers including one for each route, each having a normaland a reverse position, and means eective when any one of said levers ismoved to its reverse position provided the remaining levers are in theirnormal positions for operating said switch to renderV available theroute corresponding to said lever and for automatically clearing thesignal for said route when said route is rendered available.

73. In combination, a stretch of railway track including a two positiontrack switch, means for governing the movement of traic over a pluralityof routes each including said switch ccmprising a signal at the enteringend of each route, a plurality of independently operable manual controllevers including one for each route, each having a normal and a reverseposition, a relay for each lever, means effective when any lever ismoved to its reverse position for energizing the corresponding relayprovided none oi the remaining relays are energized; means controlled byeach relay when energized for operating said switch to render availablethe route cor- Vresponding to said lever, and for automatically clearingthe signal for said route when said route is rendered available.

74. In combinationj a stretch ci railway track; a signal at each end orsaid stretch, each governing movement of traiiic into said stretch; afree and unlockable lever for governing each of said signals; a trackswitchV at an intermediate point in said stretch of track; a free andunlockable lever for said track switch; and unitary timing meanseffective at times to prevent the operation of said track switch inresponse to its lever, and. at other times to prevent a reversal oftraino movement permissionby said signals over a particular route, saidmeans being effective for a predetermined time following the restrictionof traffic movement over such route.

'25. In combination, a circuit, extending oetween two electroresponsivesignal operating mechanisms respectively associated with the oppositsends of a section of railway track over which tramo is to move in eitherdirection and containing a track switch, a current source at each endci' the circuit for supplying current to said circuit but normallydisconnected therefrom, a central ofiice controlled relay associatedwith each end of the circuit, means governed by each central officecontrolled relay vwhen energized to connect the associated currentsource with said circuit, signals governed by said mechanisms to permit`traiiic tofmove through the section in a direction determined by theend at which said circuit is supplied with current, and contacts in saidcircuit assuming a position in accordance with the position assumed bysaid track switch.

T6. In combination, a stretch of railway track,

a signal at eachend of said stretch each governing movement of trainointo said stretch, a track switch at an intermedite point in saidstretch, a route wire extending from one to the other of said signalsand including a contact closed only if said switch is in a position toestablish a route over said stretch and connected at each end to thesame terminal of a source of current, an electroresponsive meansassociated with each of said signals for controlling such signal, andmanually controllable means for each such eleotroresponsive means forconnecting that end of the route wire to the opposite terminal of saidsource and including the associated electroresponsive means in saidroute wire.

77. In combination, a stretch of railway track, a signal at each end ofsaid stretch each governing movement of traffic into said stretch andeach comprising electroresponsive means for governing the aspectdisplayed by the signal, a track switch at an intermediate point in saidstretch, a route wire extending from one to the other ci said signalsand including a contact closed only if said switch is in a position toestablish a route over said stretch and connected at each end to thesame terminal of a source of current, and manually controllable meansfor each such signal for connecting the corresponding end of the routeWire to the opposite terminal of said source in series with theelectroresponsive means oi the signal at that end of the route wire.

T8. In combination, a stretch of railway track; two signals, eachgoverning movement of traiiic into said stretch; manual control meansfor each of said signals; a track switch at an intermediate point insaid stretch of track; manual control means for said track switch; and atime element means for each of said signals effective, when a train isin approach to that signal, to prevent both the response oi said trackswitch to its manual control means and the response of said other signalto its manual control means `for a predetermined time after that 'signalhaving a train in approach thereto has been caused to display stop byits manual control means.

7 9. In combination; a stretch of railway track; a signal at each end ofsaid stretch, each governing movement of trailic into said stretch;manual control means for .each of said signals; a track switch at anintermediate point in said stretch of track; manual control means forsaid track switch; and a time element means for one of said signalseffective, when a train is in approach to that signal, to prevent boththe response of said track switch to its manual control means and theresponse of said other signal to its manual control means for apredetermined time after that signal having a train in approach theretohas been caused to display stopl by its manual control means.

In combination; a stretch of railway track; two signals, each governingmovement of trafc into said stretch; a free and unlockable lever foreach of said signals; a track switch at an intermediate point in saidstretch of track; a free and iLnlockable lever for said track switch;and a time element means for each of said signals effective, when atrain is in approach to a signal, to prevent both the response of saidtrack switch to its lever and the response of said other signal io itslever for a predetermined time after the iirst signal has been manuallycaused to display stop.

8l. In combination; a stretch of railway track; a signal at each end ofsaid stretch, each governing movement of tra'lic into said stretch; afree and unlockable lever for each of said signals; i.' track switch atan intermediate point in said stretch of track; a free and unlockablelever for said track switch; and a time element means for one of saidsignals eiective, when a train is in approach to a signal, to preventboth the reviponse of said track switch to its lever and the response ofsaid other signal to its lever for a predetermined time after the rstsignal has been manually caused to display stop.

82. In combination, a stretch of railway track, two signals governingthe entrance of trail-lc into said stretch by indicating proceed orstop, a free and unlockable lever for each of said signals, each of saidlevers so controlling its respective signal that it can be caused toindicate proceed only when traiiic conditions are proper in saidstretch, and a time measuring means effective under certain traicconditions when one of said signals is caused to indicate stop afterindicating proceed, to measure off a predetermined time before the othersignal can be caused to indicate proceed in accordance with trafficconditions.

83. In combination, a stretch of railway track, two signals governingthe entrance of trafiic into said stretch by indicating proceed or stop,a free and unlockable lever for each of said signals for causing suchsignal to at times indicate proceed, and a time measuring meanseffective under certain traflic conditions when one of said signals iscaused to indicate stop after indicating proceed to prevent the othersignal from indicating proceed for a predetermined time interval.

84. In combination with a detector section of railway track containing atrack switch, having an adjacent approach section, a first signal forgoverning the movement of trafic from said approach section into saiddetector section, a second signal for governing the movement of trafc inthe opposite direction into said detector section, manual control meansfor the switch, and for each signal, and time measuring means effectivewhen the approach section is occupied and the first signal has beencleared to prevent the response of the switch to an operation of itsmanual control means and to also prevent the clearing of the secondsignal by an operation of its manual control means for a predeterminedtime after the rst signal is manually restored to stop.

85. In combination with a stretch of railway track having an adjacentapproach section, a rst signal for governing the movement of trafc fromsaid approach section into said stretch, a second signal for governingthe movement of tralc in the opposite direction into said stretch, acontrol contact for each or" said signals, and a locking relay effectivewhen the rst signal has been cleared in response to the closing of itscontrol contact and the approach section is occupied, to prevent theclearing of the second signal in response to the closing of its controlcontact, for a predetermined time after said rst signal has been put tostop.

86. In an interlocking system for railroads, a track section having atrack relay, a signal governing the movement of traic overV said vtracksection in one direction, a manually controlled relay for controllingsaid signal, a directional stick rela-y associated with said tracksection, a pick-up circuit for said directional stick relay including afront contact of said track relay, a stick circuit for said directionalstick relay including a contact closed when the manually controlledrelay is deenergized, and traic controlledmeans governed by saiddirectional stick relay.

87. In a relay interlocking system for railroads, a stretch of railwaytrack comprising a detector section including a track switch, and a.second section, each having a track relay, a pair of manually operablecontrol relays including one for each end of the stretch forestablishing direction of traflic movement through the stretch, a routelocking relay having a pick-up circuit including a front contact of thetrack relay for the second section and a stick circuit controlled inaccordance with the trame direction established by said control relays,and a control circuit for the switch including manually controlledcontacts and controlled by front contacts of the route locking relay andof the detector section track relay. A

88. In a relay interlocking system for railroads, a track layoutcomprising a plurality of track sections including a detector sectioncontaining a track switch, a track relay for each section, electricallyinterlocked manually operable control relays for establishing thedirection of traiiic movement through the stretch, a route locking relayfor each section except said detector section each having a pick-upcircuit including the front contact of the track relay for thecorresponding section and a stick circuit so controlled in accordancewith the direction of trafc established by said control relays as to beclosed when the corresponding section is occupied by a train moving awayfrom said detector section, and a control circuit for the switchincluding manually controlled contacts and controlled by front contactsof said route locking relays and of the track relay for the detectorsection.

89. In a relay interlocking system for railroads, a track layoutcomprising a plurality of track portions capable of interconnection by a

